Method for Transferring a Shipping Container in a Rail Yard

ABSTRACT

A method for preparing an inbound container for transfer from an inbound train to a final destination is disclosed. The method involves providing a crane operator in a railroad terminal with a pre-assigned buffer amongst a plurality of buffers along side a train track in which to place the inbound container; recording the time the crane operator places the inbound container in the pre-assigned buffer where the pre-assigned buffer is comprised of a plurality of vertical supports, independent of an overhead lifting device and defining a containment cavity; sensing that the inbound container has been placed in its pre-assigned buffer; securing the inbound container in a containment cavity of the pre-assigned buffer; confirming with a customer service information management system that the inbound container is delivered to its pre-assigned buffer; and transmitting via the customer service information management system, a message that the inbound container is available for further transfer.

CROSS-REFERENCE TO RELATED PATENT APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 11/821,962, filed Jun. 26, 2007, entitled, “Hub andDistribution System” which is owned by the assignee of the presentapplication, and the disclosure of which is incorporated by referenceherein.

FIELD OF THE INVENTION

This invention relates to transportation and logistics systems, and moreparticularly to a hub and distribution system.

BACKGROUND OF THE INVENTION

The intermodal industry has been streamlining to meet shipper's demandsfor quality service. Equipment manufacturers, truck load carriers andrailroad lines play important roles in this process of rationization.Rationization, in the intermodal industry, involves the process ofoptimizing routes, rate services and equipment.

Efforts to simplify and expedite handling for rail and truck carriershave been attempted in the past. For example, there have been efforts todevelop universal trailers, containers and attachments, to allowtrucking companies, shippers and the railroad to work together toflourish.

The benchmark of intermodal service combines the road effectiveness oftruck transport with the cost effectiveness of double-stacked railtransport. Service and price, not mode, are strong considerations forshippers. Shippers also have the following goals: on-time delivery,complete deliveries, reduced transit times to meet a predetermined ordercycle schedule; reduced inventory with more inventory turns; andflexibility.

Improvements in intermodal transportation can affect ocean carriers, aswell as rail and truckload carriers. Recently, intermodal traffic hasbecome more dispersed, and less concentrated around the ports. Thus,there is an increased demand for efficient service and improvedequipment.

Choosing the right mode for the right load in this competitiveenvironment, is now becoming more important than ever. A shipper'sdelivery requirements are considered along with availability of shipmentmode over-the-road and intermodal. Equipment availability, trainschedules, distances and how to balance freight lines are some of thefactors to be considered.

There is also a need to allow railroads and other transportation modesto work together to develop efficiencies, such as with new equipment,layouts and systems, scheduling techniques and the like to allowshippers to be able to choose transport products via railroad, truck ora combination of both, without losing productivity, while maximizingweight and cube advantages. Accordingly, new technologies are needed andbeing created, such as systems and hoisting equipment, that willexpedite the transportation of containers and solve many of the problemsplaguing this industry.

It is therefore desirable to provide an improved hoisting equipment,containers, and container handles, which overcomes most if not all ofthe problems facing this and related industries.

Continuing, freight transport continues to grow at a rapid pace,especially in the heavy-rail sector. Severe bottlenecks are seen inexisting rail transfer terminals, which result in freight delays. Mostsuch terminals have little or no right-of-way available for terminalexpansion. Inefficiencies associated with moving containers fromterminal to terminal by truck, to transfer between long-distance railcarriers (corridors), introduce significant delays, costs andinefficiencies. Further, truck activity on urban and suburban freewayscause increased fuel consumption and pollution emissions.

In connection with transportation logistics, market forces are drivingthe development of new technologies to improve the efficiency of freighttransfer operations at rail terminals. A rail ThruPort, which isanalogous to an airports, refers to a rail facility where Class Irailroads will be able to dock and exchange freight with a high degreeof automation. This transfer method can increase freight transferefficiency. Additionally, ThruPorts can help to significantly reduce onroad truck traffic associated with the current practice of movingcontainers, typically across town, from terminal to terminal, to make acorridor transfer from the east to the west, for example. As usedherein, a ThruPort refers to an efficient operational solution inconnection with a rail facility, whereby an overhead crane can be usedto shuffle containers from train to train in a single step.

In connection with transportation logistics, there is a need for thedevelopment of new technologies to improve the efficiency of freighttransfer operations at rail terminals.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a flow diagram of an Inline Terminal, Hub and DistributionSystem, in accordance with the instant invention.

FIG. 2 is a plan view of the Inline Terminal, Hub and DistributionSystem, in accordance with the instant invention.

FIG. 3 is an elevation view of the Inline Terminal, Hub and DistributionSystem in FIG. 2, in accordance with the instant invention.

FIG. 4 is a portion of a plan view of a second embodiment of the InlineTerminal, Hub and Distribution System, in accordance with the instantinvention.

FIG. 5 is the other portion of a plan view of the second embodiment ofthe Inline Terminal, Hub and Distribution System shown in FIG. 4, inaccordance with the instant invention.

FIG. 6 is a plan view of a third embodiment of the Inline Terminal, Huband Distribution System, in accordance with the instant invention.

FIG. 7 is a flow diagram of an Inline Terminal, Hub and DistributionSystem, in accordance with the instant invention.

FIG. 8 is a first and second flow diagram of an Inline Terminal System,in accordance with the instant invention.

FIG. 9 is an elevation view of the Inline Terminal System in FIG. 8,showing a plurality of parallel and densely populated and adjacentbuffers, substantially perpendicular to the train rails, in accordancewith the instant invention.

FIG. 10 is an elevation view of a swipe card, showing on the front, anembodiment of the Inline Terminal System in FIG. 8, showing a pluralityof parallel, adjacent and densely populated buffers, at an angle ofabout ten degrees or more with respect to the train rails, and the rearprovides information to a truck driver as to what buffer to go to, topick up an assigned container to enable him or her to transport it to adesired location, in accordance with the instant invention. The swipecard provides a key to operate a certain predetermined buffer.

FIG. 11 is an elevated perspective view of the Inline Terminal System inFIG. 8, showing a container, which has already been picked up, beingcarried and moved in a position to be placed into a buffer, inaccordance with the instant invention.

FIG. 12 is an elevated perspective view of the Inline Terminal System inFIG. 8, showing: a control pad; a container, which has already beenpicked and placed into a buffer, being engaged by support structure of abuffer; and being released at the top and being lowered onto achassis(not shown), in accordance with the instant invention.

FIG. 13 is an elevation perspective view of the Inline Terminal Systemin FIG. 8, showing a plurality of parallel, adjacent and denselypopulated buffers (not illustrated, at an angle of about ten degrees ormore with respect to the train rails), in accordance with the instantinvention.

FIG. 14 is a plan view of the Inline Terminal System in FIG. 8, showinga number of views in succession, such as: (i) a container which has beenpicked up from a train car in the process of being moved and alignedwith a buffer, after the transporting and picking steps 312 and 314;(ii) an aligned container being placed in a buffer relative to step 318;(iii) a container being engaged relative to step 320 by and beingsupported on support structure of the buffer and the crane havingalready been released relative to step 322; (iv) a chassis being placedbelow and in alignment with the buffer support structure, prior to thecontainer being lowered on to a chassis as detailed in step 324; (v) thebuffer support structure lowering the container onto a chassis, so as toallow the chassis to support the container, but not yet being releasedrelative to step 322; (vi) the buffer being released from the container,so as to allow a container to be transported away to a desired location;(vii) an empty buffer being vacated by the truck driver, in accordancewith the instant invention.

FIG. 15 is a plan view of the Inline Terminal System in FIG. 8, showinga number of views in succession, such as: (i) an aligned container beingplaced in a buffer relative to step 318; (ii) a container being engagedrelative to step 320 by and being supported on support structure of thebuffer and the crane already releasing the container, relative to step322; (iii) the buffer support structure lowering the container onto achassis, so as to allow the chassis to support the container, but notyet being released relative to step 322; (vi) the buffer being releasedfrom the container, so as to allow a container to be transported away toa desired location, in accordance with the instant invention.

FIG. 16 is an elevated perspective view of the Inline Terminal System inFIG. 8, showing a buffer which is a portable mobile transfer station onthe left and a buffer which is a stationary transfer station, inaccordance with the instant invention.

FIG. 17 is an elevation perspective view of the Inline Terminal Systemin FIG. 8, showing a buffer with rollers, in accordance with the instantinvention.

FIG. 18 is a flow diagram of a Distribution System, in accordance withthe instant invention.

In FIG. 19, a flow diagram of an Inline Terminal System, in accordancewith the instant invention.

FIG. 20 is a flow diagram of an embodiment of a Hub and DistributionSystem, in accordance with the instant invention.

FIG. 21 is a perspective view of the Hub and Distribution System in FIG.20, showing a crane with a trolley mechanism for efficient loading andtransporting containers between railcars and pathways, in accordancewith the instant invention.

FIG. 22 is a perspective view of the Hub and Distribution System in FIG.20, showing a crane with a trolley mechanism above and in the process ofpopulating a pathway, in accordance with the instant invention.

FIG. 23 is a perspective view of the Hub and Distribution System in FIG.20, showing a crane with a wheelbase sufficient to substantiallystraddle two railcars, with a cut away of operation indicators and thetrolley mechanism, in accordance with the instant invention.

DESCRIPTION OF A PREFERRED EMBODIMENT

In its simplest form, an Inline Terminal, Hub and Distribution systemand process flow diagram 100 is shown (hereafter referred tointerchangeably as Inline Terminal, Inline System and/or Hub andDistribution System). Referring to FIG. 1, the system comprises thesteps of: transporting 102 (hereafter the transporting or firsttransporting step 102) a container to an inbound dock of a distributioncenter; emptying 104 (emptying step 104) the contents of the containerin proximity to the inbound dock; sorting 106 (sorting step 106) thecontents of the container; loading 108 (loading step 108) an outboundcontainer at an outbound dock of the distribution center; transporting110 (transporting or second transporting step 110) the outboundcontainer to a track side location; loading 112 (loading or secondloading step 112) the outbound container onto a railroad car fortransportation to a desired location. The system provides improvedutilization of the available space and improved efficiency for loadingand unloading of trains resulting in substantial savings in distributionand handling costs, in turn enabling rail and trucking transportationcosts to be more cost competitive.

The term “container” as used herein has its common ordinary meaning, andcan include any type of container, such as an ISO container, domesticcontainer, semi-trailer, enclosure, trailer and the like, as understoodby those skilled in the art. In a preferred embodiment, ISO and domesticcontainers with conventional corner castings work well in this system.

The terms “tractor, truck and tractor trailer” have their generallyaccepted meanings and are generally used interchangeably. These vehiclesare used to pull, carry and/or haul containers.

The “Strip Mall” design, concept and layout provides an efficient designlayout, whereby all the necessary buildings, storage, roadways, trafficflows, track placements, offices, parking and the like, arestrategically placed for simplified operations and minimal unnecessarymovement of containers, while striking a balance with the available realestate, as should be understood by those skilled in the art. Theterminal can be owned, for example, by one entity or a number ofdifferent entities, to minimize or share operational costs and maximizeefficient transportation logistics, as will be more fully appreciatedfrom a review of the drawings and the description in this application.

The Inline Terminal or “Throughport” concept and design provides aseamless flow of cargo that requires less real estate and storage areafor storing trailers and containers. An important factor relative to theInline Terminal is that it can help to reduce handling of cargo. TheInline Terminal design is flexible in that the trackside operation canbe changed in a matter of minutes to accommodate new requirements orunforeseen events (trackside ramp operations unloading and loading inand outbound trains with cargo which are stored in containers andtrailers), for example.

The Inline Terminal concept also includes an integrated distribution hubcenter with a strip-mall configuration located on a rail intermodalproperty directly adjacent to a ramp operation for receiving or shippingcargo by rail in lieu of truck trailers. It also accommodates truck linecarriers located on the rail premises for the purpose of utilizing therail shipment of freight in trailers in lieu of using the highway, whichwill reduce the truck line operating costs, congestion on the highway,fuel consumption and poisonous gases into the atmosphere.

The Inline Terminal or through port lay out can operate all necessaryfunctions inline (parallel to the tracks), and controls most necessaryfunctions under an overhead crane for its operation, for inbound andoutbound cargo, including temporary storage of containers at 142 withcargo, under the crane. A “strip mall” is adjacent and substantiallyparallel with the inline ramp operation and is typically substantiallyrectangular, or can be approximately 1200 ft wide by 800 ft to 2 mileslong depending on anticipated volume of traffic, and is designed to beadaptable and flexible enough to expand the operating proceduresdepending on the anticipated volume.

The Inline Terminal design can include 15 to 20 tracks under an overheadcrane with typically one or two grapplers to load and unload cargo fromthe tracks beneath the crane. Some of the tracks can be dedicated tocertain railroad lines, such as Santa Fee, Union Pacific, Conrail,Norfolk and CSX, for example. Thus, various concourses such as tracks aand b, could be concourse one, tracks c and d could correspond toconcourse two, tracks e and f could be concourse three and so forth, andin turn each concourse could relate to an individual railroad lineand/or corridor. As will be appreciated, a grappler can simply pick upone to three containers from a rail car on one track (on an eastcorridor) and move them to a different rail car on a different track (ona different corridor, say a south corridor), on rail cars owned by thesame or different railroad lines.

The terminal manager has the ability to accommodate any change in hisoperating volume by changing the design of the ramp operation to anytrackside configuration whenever it is deemed necessary to maintain thedesired flow of cargo in a matter of minutes. Changing the ramptrackside operation can be done any time of day in the event of thefollowing:

-   -   Derailment on the main line    -   Equipment down (not operating)    -   Late inbound or outbound trains, relating to arrival and        departure    -   Customer not picking up trailer or container within 24 hours        causing undesirable congestion (terminal manager can use storage        under crane without interfering with normal operation)    -   Late arrival of high volume customers (40 trailers or more),        customers notify terminal manager that freight will be up to 3        hrs late, terminal manager can pre-block rail cars prior to        freight arriving    -   Mainline down or derailed, all inbound rail traffic will be late        until main line is operating, all traffic will be blocked to        enter terminal, however, with the inline terminal design, all        traffic can be directed under crane when each train arrives    -   All outbound cargo can be accommodated as soon as each railroad        car is unloaded    -   Distributor hubs can ship direct to its final destination        without interchange    -   Shortage of rail cars at trackside can now be pre-blocked,        trailers or containers can be ready to load at trackside when        railroad cars arrive at terminal    -   Extra rail cars can be shipped or stored under crane    -   Rail interchange can be transferred from one corridor to another        under the crane in a matter of minutes instead of days    -   No chassis required    -   Movement of containers or trailers to a remote storage area is        not required.

The terminal manager has a multiplicity of different operations toselect from, depending on the circumstances, whether it be a latearrival outbound, an unexpected influx of cargo volume, derailment, etc.Also, the terminal manager can setup his ramp operations to a two toone, four to one, or six or eight to one track layout unloading on oneside of the track leaving the unloaded trailers or containers ready forpickup at trackside and loading outbound trailers or containers on otherside of the tracks.

The total requirement for real estate including all roadways, storagearea, gate entry and exits, strip malls and ramp operations can varywidely and typically can be from 800 ft long to 2 miles long and 1200 ftwide depending on volume. The Inline System can be designed with a 1200ft wide configuration to encourage other railroad carriers who arerequired to transfer interchange to another corridor other than theirown and now can be located as neighbors adjacent to one another tosimplify interchange and the flow of traffic and still be able tooperate independently from the other carriers that are all within aclose proximity on the same real estate plot of land.

Conventional known terminals that are in existence today do no have anyor all of the outlined advantages described herein.

The first transporting step 102, can include: entering a hub anddistribution center comprising a substantially contiguous site includinga plurality of train rails and a distribution warehouse in proximity tothe train rails; and checking in to obtain instructions, directions,permissions, the rules of the facility and the like.

In more detail, the transporting step 102 can include: providing atleast one inbound dock and at least one outbound dock on a same side ordifferent side of the distribution warehouse; and allowing the inboundand outbound docks to be used interchangeably.

In a preferred embodiment, the terminal includes entering a terminalwith a substantially centrally located entrance for the truck operator,to provide a logical, required and intuitive traffic flow in theterminal. Advantageously, this provides for ease of movement, simplicityin traffic flow and monitoring, and an intuitive roadway (simplifiedlogistics), to allow such truck operators to check in, if needed, andenter and exit in the most efficient manner possible.

The sorting step 106 can include at least one of: moving at least someof the container contents (or cargo) to temporary storage for laterloading; and loading at least some of the contents into an outboundcontainer.

In a preferred embodiment, the sorting step 106 includes: inspecting thecontents to confirm that it is not damaged; inventorying the inboundcontainer; and documenting the results of the inspecting andinventorying steps.

In a preferred embodiment, the second transporting step 110 includespositioning and aligning the outbound container in a substantiallyparallel orientation with respect to and adjacent to the rail tracks byusing a tractor trailer.

In more detail, the second loading step 112 can include: lifting acontainer in a substantially vertical and horizontal direction;transporting the container in a substantially perpendicular directionwith respect to the rail tracks; and lowering the container in asubstantially vertical direction onto a railroad car, in a substantiallyunitary step by use of a crane.

In one embodiment, the crane includes a straddle lift type crane, forexample, a Translift type crane, available from Mi-Jack Products, Inc.in Hazel Crest, Ill., for improved efficiency in loading and unloadingoperations.

FIG. 2 is a plan view of the inline terminal, hub and distributionsystem 100. In more detail, a preferred hub and distribution system 100(from ground to rail), includes: a tractor truck 120 for transporting aninbound container 122; a hub and distribution center 124 being asubstantially contiguous plot of land having an entrance 126 and an exit128, including a plurality of train rails 130 and a distributionwarehouse 132 in proximity to the train rails 130; the distributionwarehouse 132 including an inbound dock 134 for emptying and sorting thecargo of the inbound container 122 in proximity to the inbound dock 134and an outbound dock 136, wherein at least some of the cargo is moved totemporary storage facilities and at least some is moved into an outboundcontainer 138; a second tractor truck 140 for transporting the outboundcontainers 38 to a track side location 142, preferably immediatelyadjacent and parallel to the train rails; and a crane 144 for loadingthe outbound container 138 onto a railroad car 146 for transportation toa desired location.

The inline terminal, hub and distribution center 124 includes a check inoffice 148 for providing at least one or more of instructions,directions, permissions and rules to truck drivers and operators forimproved efficiency.

The track side location 142, as shown in FIG. 3, provides a temporarystorage location, for an inbound or outbound container 122 and 138, formore efficient operations.

In a preferred embodiment, the distribution warehouse 132 includes meansfor sorting the cargo of the inbound container, manually orautomatically with a fork lift, for example, including at least one of:means for inspecting the cargo, visually, by use of cameras, and thelike; means for inventorying the inbound container, with bare codescanning, RF identification and the like; and means for documenting theresults of the inspection and inventory, by means of a computing or thelike device.

The first and second tractor trucks are the same or different tractortrucks with the same or different operators.

In a preferred application, the crane includes a straddle lift crane andthe hub and distribution center comprises a generally long and narrowplot of land for improved utilization of the available space andimproved efficiency for loading and unloading of trains.

In one embodiment, the inline terminal, hub and distribution systemprovides a high density and narrow-profile continuous plot (orsubstantially contiguous site) of land substantially adjacent andparallel to railroad tracks. The system provides improved utilization ofthe available space and improved efficiency for loading and unloading oftrains.

The inline terminal, hub and distribution center can be a secure area,which can be enclosed with a fence and have at least one or moresecurity gates.

The docks are constructed to provide a structure to facilitate loadingand unloading of containers.

The inline terminal, hub and distribution center is designed to allowall personnel, that is, the control station and check in personnel,truck operators, crane operators, engineers, loaders, devaning(unloading) personnel and the like to work together as a team, toprovide an efficient team effort and process. It is desirable to have asmooth, steady and efficient flow of trains and tractor tractors in andout of the facility.

Additionally, operators and security personnel are able to communicatewith each other, using cell phones, transceivers, and the like forimproved efficiencies of the operations. Thus, the various operators cancommunicate and/or control various equipment via land lines orwirelessly, as appropriate.

In a preferred embodiment, outdoor storage facilities for containers,positioned near the tracks are used, for improved space utilization ofthe available real estate.

In a preferred embodiment, straddle lift type cranes, known asTranslifts, provide an efficient and unitary means of moving, pickingand placing with its spreader, the containers on and off railcars,tractor trailers and the like.

It is contemplated, for example, that the unloading step can include a“just-in-time” option, comprising unloading a first container directlyfrom the train car to a tractor trailer or vice versa (rail or streetinbound), free of a storage step. This could be desirable if a containeris needed right away and thus allows for expedited unloading.

The inline terminal, hub and distribution center can include storageareas on opposite sides of the track, for improved space utilization.

As illustrated in FIGS. 2-5, unloading can include unloading more thanone container from the train car substantially simultaneously or at thesame time, for improved efficiency.

As shown in the figures, several cranes can be used to load and unloadin this operation. For example, Translift cranes typically have twograpplers on a single crane. One grappler picks up a container out of adouble stack railcar and creates an empty double stack car for thesecond grappler to deposit two containers for interchange on the samedouble stack car. Stated another way, one grappler creates an emptydouble stack car and the other deposits one or more containers on thesame car. In a preferred embodiment, using two grapplers on a singlecrane is a highly efficient method of interchange. For example, ifcontainers on a west corridor (tracks) must be transferred to an eastcorridor (different tracks), or vice versa, two grapplers working inharmony can significantly simplify and reduce the interchange cycletime.

As should be appreciated by those skilled in the art, having a pluralityof cranes working in harmony, can provide a more efficient operation andreduces cycle time.

In the embodiment shown in FIGS. 2 and 3, a “strip mall” type warehousehub and distribution center is shown, which is integrated into theoverall inline system. In a preferred embodiment, it typically includesthe following:

-   -   1. Employee parking    -   2. A four lane road to accommodate deliveries for inbound        freight from rail to exit streets or from the street to rail.    -   3. A parking area for inbound freight or containers from the        street delivered to inbound receiving doors or loading docks.    -   4. Inbound trailers or containers are parked at loading docks or        overhead doors.    -   5. Warehouse hub distribution center, which can vary widely,        such as from 50,000 to 500,000 square feet, for example.    -   6. Outbound trailers ready to be shipped by rail intermodal to        be loaded on its designated corridor and shipped to its final        destination area without an interchange    -   7. Four-lane road to accommodate inbound and outbound freight to        and from the warehouse.    -   8. Straddle type crane with multiple grapplers are designed to        load and unload trailers and containers for intermodal ramp        operation.    -   9. Stackpacker overhead type crane 250 feet wide, equipped with        two grapplers straddling fifteen tracks including six corridors.        All tracks under the overhead Stackpacker crane are numbered on        the top beam, equipped with red flashing lights indicating on        which track the blue flag is removed.    -   10. Four-lane road to accommodate overhead ramp operation for        loading and unloading trailers and containers.    -   11. Storage area for empty chassis and trailers.    -   12. Run around track or balloon track that operates the        circumference of the terminal.    -   13. Run through lane for inbound freight approximately every six        hundred feet.    -   14. Two hundred thousand square foot warehouse hub center with        receiving and shipping facing rail intermodal, which is an        optional design.    -   15. Outbound trailers    -   16. Inbound trailers    -   17. Empty chassis    -   18. Empty trailer    -   19. Employee's parking in rear of warehouse.    -   20. Blue flag controllable by the tower's rail line controller.        When the blue flag is removed, red lights go on flashing and        crossover gates automatically come down. The bell rings and the        red light flashes.    -   21. Crossover gate    -   22. Optional crossover by disconnecting all purpose rail cars by        approximately thirty feet.    -   23. If and when this crossover is utilized, there will be a        crossover automatic gate that will come down when the blue flag        is removed.    -   24. Warehouse employees are typically provided keyless entry to        enter and exit the terminal.    -   25. All truck drivers and locomotive engineers will typically        switch to the towers frequency when entering and exiting the        terminal.    -   26. Roadway    -   27. Operator tower typically forty by forty by fifty feet high.    -   28. Temporary trailer freight storage area.

Notes for embodiment shown in FIGS. 2 and 3:

Fifteen train rails are configured under the overhead crane. It has thecapability of providing six dedicated corridors for all class 1railroads, two for one design for intermodal ramp operation.

All track centers are sixteen feet wide, with a paved ground level totrack. Advantageously, at sixteen feet centers, it allows enough roombetween rail cars to drive a Grunt (small pick up like-truck, with ahigh platform), to remove or install IBCs (interbox connectors). Theplatform is at a predetermined level, to allow a person to be at thecorrect level or height of a corner casting of a container, to installor remove IBCs easily.

A terminal manager has the capability to configure the ramp operationdepending on the volume at the terminal.

This terminal layout illustrates the purpose of accommodating truck linecarriers and warehouse hub centers, similar to single company centers,such as Wal-Mart, who market general merchandise and who have their hubcenters located on rail premises.

The amount of warehousing and layout depends on the available realestate and needs or application.

The numbers above the crane illustrate the track number. Above eachnumber on the crane there is a light which indicates the status of theblue flag, in a preferred embodiment.

Detailed below is an intermodal facility feature identification chart,for the inline terminal, hub and distribution center embodiment shown inFIGS. 4 and 5.

-   -   1. Facility service area and employees parking    -   2. Four-lane road to accommodate deliveries for inbound freight        from rail and exit streets.    -   3. Parking area for inbound freight delivered to inbound        receiving overhead doors.    -   4. Inbound trailers parked at overhead receiving doors for        unloading.    -   5. Warehouse hub distribution center, typically fifty thousand        to five hundred thousand square feet.    -   6. Outbound trailers ready to ship by rail intermodal to be        loaded on the desired or designated corridor and shipped direct        to final designation, preferably without the need for an        additional interchange.    -   7. Four-lane road to accommodate inbound and outbound freight to        and from the warehouse hub center.    -   8. Specially designed grappler to load and unload trailers and        containers for intermodal ramp operation.    -   9. Overhead crane equipped with two grapplers straddling five        tracks.    -   10. Four-lane road to accommodate overhead ramp operation for        loading and unloading trailers and containers.    -   11. Storage area for empty chassis and trailers.    -   12. Run around track or balloon track provided around the        circumference of the terminal.    -   13. Run through lane for inbound freight.    -   14. Two hundred thousand square foot warehouse hub center with        receiving and shipping facing rail intermodal area is shown in        this embodiment.    -   15. Outbound trailers    -   16. Inbound trailers    -   17. Empty chassis    -   18. Empty trailer    -   19. Employee parking in rear of warehouse.    -   20. Blue flag can be controlled by the tower's rail line        controller. When the blue flag is removed, red lights flash and        the crossover gates automatically close or are lowered. The bell        rings and the red light flashes.    -   21. Rail crossover gate    -   22. Rail crossing for inbound and outbound trailers and        containers.    -   23. Entrance to intermodal facility to Summit Street.    -   24. Exit from intermodal facility to Summit Street.    -   25. Under-pass for trailer and container traffic.    -   26. Pier designation    -   27. Control tower

Detailed below are additional notes regarding the embodiment shown inFIGS. 4 and 5.

Cranes do not run under the bridge, but do operate on either side of thebridge. This note is provided in one design to be thorough in thedrawings. The terminal is located below an expressway, and the bridgehas little relevance to the instant invention.

Warehousing, number of tracks and cranes are shown for illustrationpurposes only. As should be understood by those skilled in the art,size, location and quantity may vary widely depending on the availablereal estate, budget, application, etc.

FIG. 6 is a plan view of a third embodiment of the Inline Terminal, Huband Distribution System, in accordance with the instant invention. Inmore detail, the system 100 includes separate individual hub anddistribution systems 152, 154, 156 and 158. Each has some or all of thestructure and process steps previously discussed, with respect to theother embodiments. Each system has a central roadway for entering eachin a substantially central location, for improved traffic flows andtraffic logistics, as discussed earlier in more detail. Again, thisembodiment is strategically designed and configured with variouscompeting constraints in mind, such as each system's individualrequirements, budget and available real estate.

Referring to FIG. 7 and the previous figures, another embodiment of theinline terminal, hub and distribution system 200 is shown. In itssimplest form, it comprises the steps of: transporting 202 a firstcontainer with a cargo via an inbound railroad car to a terminal havinga plurality of train rails; carrying 204 the first container from therailroad car to a track side location in proximity to the plurality oftrain rails; moving 206 the first container via a tractor truck to aninbound dock of a distribution warehouse; emptying 208 at least some ofthe cargo in proximity to the inbound dock in the distribution warehousefor sorting; loading 210 a second container located at an outbound dockof the distribution warehouse; trucking 212 the second container fromthe outbound dock via the first or a second tractor trailer to a desiredlocation. The system provides enhanced efficiency and logistics over theknown art.

In a preferred embodiment, the trucking step 212 includes the secondtractor trailer, entering the terminal at a substantially centrallocation; providing a substantially contiguous site including aplurality of train rails and at least one distribution warehouse inproximity to the train rails, defining a strip mall complex; and thesecond tractor trailer, checking in to obtain pick up instructions anddirections. This helps to provide a directed work and traffic flow inand around the terminal.

As should be understood by those skilled in the art, the inbound dockand the outbound dock can be on a same side or different sides of thedistribution warehouse, and such docks can be used interchangeably.Typically, there are several docks to allow for multiple loadings andunloadings of containers, distributing and sortings of cargo and thelike, substantially simultaneously, for improved efficiencies in scale.

Likewise, the emptying step 208 can include sorting and distributing thecargo in the warehouse, moving at least some of the cargo from the firstcontainer to temporary storage in the distribution warehouse for laterloading; and loading at least some of the cargo into the secondcontainer or a different container.

As detailed previously in connection with an earlier embodiment, in apreferred embodiment, the emptying step 208 can include sorting thecargo, which includes: inspecting the cargo to confirm that it is notdamaged; inventorying the first container; and documenting the resultsof the inspecting and inventorying steps. These steps are important sothat one can audit the process and eliminate or minimize waste or coreproblems in connection with logistics, for example.

As discussed with previous embodiments, in a preferred embodiment astrip mall complex is provided, and it includes the terminal,distribution warehouse, offices for security and terminal employees,accessible temporary container storage both indoors and outside, aseries of roadways and pathways for pedestrians, maintenance shops andthe like and parking, adapted to improve efficiency in transportingcontainers, safety and logistics of working personnel.

In a preferred embodiment, the carrying step 204 can include: lifting acontainer from the railroad car in a substantially vertical direction;transporting the container in a substantially perpendicular directionwith respect to the rail tracks; and lowering the container in asubstantially vertical direction onto the track side location, in asubstantially unitary movement by use of a crane. A straddle lift craneis particularly adapted to perform this step efficiently.

As shown in FIG. 6, a plurality of terminals 152, 154, 156 and 158 areprovided, and are shown clustered in general proximity to each other.This embodiment provides for customized and individualized control anddistribution of fleets of containers, tractor trailers, cranes and thelike. Preferably, each terminal has a strip mall complex for improvedefficiencies.

Referring to the figures, in one embodiment, the system 200 includes: aterminal including a substantially contiguous plot of land having aroadway with an entrance 126 and an exit 128, a plurality of train rails130 and a distribution warehouse 124 in proximity to the train rails130; the distribution warehouse 124 including an inbound dock forfacilitating emptying and distributing of cargo and an outbound dock,wherein the distribution warehouse 124 is adapted to allow ease ofmovement of cargo between the inbound and outbound docks and providetemporary storage of the cargo; a crane for carrying a container from arailroad car 146 to a track side location 142 or visa versa (discussedpreviously with respect to an earlier embodiment); and at least onetractor truck 140 for trucking the container from the track sidelocation to or from an inbound or outbound loading dock or visa versa(discussed previously with respect to an earlier embodiment); and the atleast one tractor truck 120 for trucking the container from the outboundloading dock to a desired location away from the terminal.

Preferably, the entrance 126 to the terminal includes a roadwaystrategically positioned to direct the tractor trucks to begin at asubstantially centrally located position for defining a desired trafficflow in and around the terminal.

As should be understood by those skilled in the art, the terminal isadapted to accommodate a plurality of cranes, tractor trailers, roadwaysand movement of containers independently and in an integrated fashion,to provide a steady flow of containers in and out of the terminal.Likewise, the strip mall provides similar advantages to workers,maintenance and office personnel, pedestrians, etc.

In its simplest form, as illustrated in FIG. 8, an inline terminalsystem 300 is shown. It includes the steps of: (i) transporting 302 afirst container with a cargo via an inbound railroad car to a terminalhaving a plurality of train rails; (ii) picking and placing 304 thefirst container from the railroad car to a track side location having atleast one buffer in proximity to the plurality of train rails,including: (a) rotating the first container at an angle of at least tenor more degrees with respect to the train rails; and (b) positioning theat least one buffer substantially adjacent to the train rails, at thetrack side location, at an angle of at least ten or more degrees withrespect to the train rails; and (iii) moving 306 the first container viaa tractor truck to a desired location for unloading. This systemprovides a simple, robust and efficient method to load (and in thereverse unload, as discussed in more detail herein) a container on achassis or train car, respectively.

In one application, the system can further include the steps of: movingthe first container 122, in FIGS. 2 and 3, via a tractor truck to aninbound dock 134 of a distribution warehouse; emptying at least some ofthe cargo in proximity to the inbound dock 134 in the distributionwarehouse 124 for sorting; loading a second container located at anoutbound dock 136 of the distribution warehouse 124; and trucking thesecond container from the outbound dock 136 via the first 120 or asecond tractor trailer 140 to a desired location. This provides anadvantage of efficiently distributing and transporting cargo as desired.

The picking and placing step can include rotating the first container atan angle of at least fifteen or more degrees, as shown in FIG. 9, withrespect to the train rails 130 and positioning a plurality of bufferssubstantially immediately adjacent to the train rails, at the track sidelocation. Advantageously, at about fifteen or more degrees and providinga plurality of buffers immediately adjacent to the train rails, allowsone to optimize space utilization and the available real estate, to loadand unload containers in high volume with minimal use of a crane. Thus,there is less dependence on a crane and a crane operator's time. Thecontainers can be loaded on (or unloaded from) a chassis by an operator,such as a truck driver. Thus, many operations can be accomplishedsubstantially simultaneously, enhancing the efficiency of the terminal.

In one embodiment, in more detail the picking and placing step caninclude: lifting the first container from the railroad car in asubstantially vertical direction; transporting the first container in asubstantially perpendicular direction with respect to the rail tracks;rotating the first container at an angle of at least ten or more degreeswith respect to the trail rails and aligning the first container withthe at least one buffer; and lowering the first container in asubstantially vertical direction onto the at least one buffer, in asubstantially unitary motion by use of a crane. In a preferredembodiment, this can be accomplished by a Stackpacker, available fromMi-Jack Products, Inc. without a need for a turntable accessory.

In yet more detail, the picking and placing step includes: positioning aplurality of buffers substantially adjacent to the train rails, at thetrack side location; providing the plurality of buffers at an angle ofat least ten or more degrees with respect to the train rails; locatingeach of the plurality of buffers substantially immediately adjacent toeach other; and placing each of the plurality of buffers in asubstantially parallel arrangement with respect to an immediatelyadjacent buffer. These steps provide a very dense placement of thebuffers, for improved available space utilization.

In yet another application, the picking and placing step includes:positioning a plurality of buffers substantially adjacent to the trainrails, at the track side location; providing the plurality of bufferssubstantially perpendicular with respect to the train rails; locatingeach of the plurality of buffers substantially immediately adjacent toeach other; and placing each of the plurality of buffers in asubstantially parallel arrangement with respect to an immediatelyadjacent buffer. Likewise, these steps provide very good and very denseplacement of the buffers, for improved available space utilization. In apreferred embodiment, a turntable accessory can be used to rotate thecontainer substantially perpendicular with respect to the tracks. Thisturntable accessory is available from Mi-Jack Products, Inc. and cancarry and rotate a container from zero to ninety degrees, which canaccommodate buffers which are placed parallel to perpendicular to thetrain rails, as best illustrated in FIGS. 9 and 10.

In a preferred embodiment, as shown in FIG. 8, an inline terminal system310 can comprise the steps of: transporting 312 a first container with acargo via an inbound railroad car to a terminal having a plurality oftrain rails; picking 314 the first container from the railroad car to atrack side location with a crane; providing 316 at least one buffer witha containment cavity, in proximity to the plurality of train rails;placing 318 the first container into the containment cavity of the atleast one buffer, by aligning and lowering the first containersubstantially into the containment cavity; engaging 320 the firstcontainer with support structure of the buffer at a predeterminedheight; releasing 322 the first container from engagement with thecrane; and lowering 324 the first container onto a chassis or flat bedtruck for transporting to a desired location. Advantageously, thisprovides a time and labor efficient loading, unloading and transportingsystem for cargo containers.

The placing step can include sensing proper height and alignment of thefirst container, prior to the latching and engaging step, for efficientplacement of containers. In a preferred embodiment, this step furtherincludes providing a signal to a crane operator to stop lowering thefirst container for added efficiencies.

In one embodiment, the placing step includes sensing proper height andalignment of the first container, and triggering the latching andengaging step, for further automation and repeatability and quickeroperations.

In another embodiment, the placing step includes sensing proper heightand alignment of the first container, and triggering the latching andengaging step, by interconnecting and engaging with bottom cornercastings of the first container, for an improved and efficientoperation.

Turning to the releasing step, it can include actuating twist locks of acrane to unlock and disengage with the first container, to free up thecrane for the next task or lift.

The latching and engaging step can include providing a predeterminedheight sufficient to allow a chassis, flat bed truck or the like, to belocated under the first container, for subsequent lowering andtransporting to a desired location.

Advantageously, this step does not require the crane or the craneoperator, thus allowing a user to lower and transport the container to adesired location while a crane operator is performing a differentoperation, such as loading or unloading a train car or buffer, forexample.

In a preferred embodiment, the system further comprises sensing at leastone of height, length and alignment of the first container in thecontainment cavity, for improved efficiencies in operations.

In one embodiment, the lowering step includes at least one of actuatingthe buffer to begin the lowering step, providing a hoisting mechanism toallow raising and lowering, and releasing the support structure fromlower corner castings of the first container. This allows a truckoperator to transport a cargo container on a chassis or the like, awayfrom the buffer to a desired location.

In another embodiment, as shown in the figures, an inline terminalsystem is shown. In its simplest form, it includes: a terminal includinga substantially contiguous plot of land having a roadway with anentrance and an exit and train rails; a crane for carrying a containerbetween a railroad car and a track side location, the track sidelocation including at least one buffer at an angle of at least ten ormore degrees with respect to the train rails; and at least one tractortruck for transporting the container between the at least one buffer anda desired location away from the track side location.

In more detail, the at least one buffer includes: a plurality of bufferssubstantially adjacent to the train rails, located at the track sidelocation; the plurality of buffers being at an angle of at least aboutten or more degrees with respect to the train rails; the plurality ofbuffers being substantially immediately adjacent to each other; and theplurality of buffers being in a substantially parallel arrangement withrespect to an immediately adjacent buffer. As previously detailed, thisprovides a densely populated buffer arrangement to load, unload andtransport containers, to a desired location.

In a preferred embodiment, the at least one buffer includes a pluralityof buffers strategically positioned at the track side being clustered,aligned and in parallel, defining a multiplicity of densely populatedbuffers, for enhanced space utilization and an improved return on bufferinvestment.

In a preferred embodiment, the inline terminal system, includes: aterminal including a substantially contiguous plot of land having aroadway with an entrance and an exit and train rails; a crane forcarrying a container between a railroad car and a track side location,the track side location including a plurality of buffers strategicallypositioned at the track side being clustered, aligned and in parallel,defining a multiplicity of densely populated buffers being positioned atan angle of about 15 degrees or more to the train rails; and at leastone tractor truck for transporting the container between the at leastone buffer and a desired location away from the track side location.This arrangement advantageously provides a multiplicity of denselypopulated buffers, for enhanced space utilization and an improved returnon buffer investment.

An important factor in determining the degree of angle relative toterminal operations, is the length of track available, to accommodatedouble stacked rail cars.

In general, double stacked rail cars have two container deliveryoptions. The first option is for two, 40 foot or longer containersstacked and connected on top of each other. The second option is for thedouble stacked rail car to deliver two, 20 foot containers in a doublestacked rail car and one 40 foot or longer container on top of the two20 foot containers stacked and connected together.

In a preferred embodiment, providing at least three substantiallyparallel, clustered and closely spaced buffers is an importantconsideration, for enhancing terminal and overhead crane operation, byreducing and minimizing the unnecessary movement of the overhead craneduring the unloading and loading to and from the overhead crane to thebuffers.

In terms of design considerations, there are considerations andcompromises in designing the system. For example, the longer the track,the smaller the angle between the track and buffers need be, andconversely, the shorter the track (ramp operations) the larger thetrack-buffer angle can be, since it is desirable, to minimizeunnecessary traversing, driving and movement of the overhead crane alongthe length of the track, while loading and/or unloading buffers and railcars.

In a preferred embodiment, when three or more buffers are substantiallyparallel to the overhead crane (perpendicular to the track) or at abuffer-track angle of about ten degrees or more, the crane operator canfocus on moving containers directly to or from the buffer and alignedrail car. Thus, the buffer clustering and buffer-track angle, enable thecrane operator to minimize the inefficient, slow and unproductivetraversing along the tracks, and allow him or her to focus on efficientloading and unloading buffers and rail cars.

Referring to FIG. 9, a plurality of parallel and densely populated andadjacent buffers 330, substantially perpendicular to the train rails376, are shown. An overhead straddle lift type crane 332 with a spreaderincluding a turn table accessory (not shown), would be used in thisembodiment.

This embodiment provides a dense placement of the buffers, for anextremely efficient terminal operation. Thus, the dense placementadvantageously provides many buffers in a relatively small space andclosely positioned, to substantially maximize the number of bufferspositioned close to rail tracks.

Inbound and outbound concourses, sides or terminals 334 and 336 areshown for discussion purposes. As is known, terminal operations aredynamic. Accordingly, it is understood by those skilled in the art, thatwhat is referred to as an inbound concourse, could be used for outbound,as appropriate. Each of the buffers 330 can be associated with at leastone or more identifiers, such as addresses 338, indicia such as colorcoding 340 and blocks 342 with numbers 344-366.

In more detail, a first block or group 344 is shown with five paralleland adjacent buffers, and includes additional indicia, such as colorcoding with lights, signage and/or painted yellow structure, whichfurther can relate to a temporary destination region where thecontainers placed therein may be shipped.

Likewise, a second block 346 is shown with five parallel and adjacentbuffers, and includes additional indicia, such as color coding withlights, signage and/or painted green structure, which further can relateto a temporary destination region where the containers placed thereinmay be shipped.

This is repeated for blue block 348, orange block 350, red block 352 andpurple block 354 for the left side concourse 334, in FIG. 9.

This theme can also be repeated for blocks 356, 358, 360, 362, 364 and366, at the right side concourse 336. These blocks are considered hubsand individual corridors, and can be associated with various longdistant destination regions, such as south, north, east, west, southeast and north east, where the containers will be blocked on rail carsand shipped, via rail cars. This design enables and provides apre-blocking arrangement and system, for efficient terminal operations,as detailed herein. Thus, a crane operator can easily find andefficiently load (or unload) five containers, such as those withaddresses 801, 802, 803, 804 and 805, on appropriate successive railcars, so when they reach their destination, for example, the south, theyare substantially together and can be easily and quickly unloaded at thedesired location.

In more detail, as shown in FIG. 9, in one embodiment, a system forhandling outbound containers is shown. It includes the steps of:checking in at a customer check in, either remotely or in person, andconfirming container travel reservations to a desired remotedestination; assigning a pathway (or buffer) address defining a gate forthe customer; providing at least one of a first block and a second blockof pathways, each pathway including support structure, at a track sidelocation; and transporting and pre-blocking a plurality of containers tothe assigned gate in at least one of the first and the second blocks,such that the plurality of containers with the same or similar remotedestinations are substantially grouped together in a block of pathways,whereby each block of containers can be loaded to a substantiallyadjacent block of rail cars.

This system provides an efficient and automated pre-blocking in desiredpathways adjacent to track rails, such that each pre-blocked group ofcontainers has a similar desired remote destination, so that thecontainers can be easily loaded on adjacent rail cars in a block havingsimilar desired remote destinations. Thus, pre-blocking is advantageousfor loading rail cars at a terminal and blocking is advantageous fortransporting to a remote destination and unloading at the remotedestination. As used herein, the term block has its common ordinarymeaning, and means a quantity, group or number of containers inpathways, dealt with as a unit, along a length of track rails.

Turning to FIG. 10, a key card 370 provided to a truck operator, isshown, with the front 372 providing a map of a terminal with a pluralityof parallel, adjacent and densely populated buffers, at an angle ofabout ten degrees or more with respect to the train rails, and a rear374, providing information, such as the location of the destinationbuffer where the appropriate container is to be picked up (ordelivered), to enable him or her to transport it to a desired location.The key card provides a key to operate a desired buffer. As should beunderstood by those skilled in the art, this can be accomplishedwirelessly, by use of key fobs, phones, radios, proximity cards, smartcards, computing devices and the like or not wireless (i.e., manually),by use of passwords, etc.

Referring to FIG. 11, a container 380, which has already been picked upwith a crane via a spreader 382, is shown being carried, aligned andmoved in a position to be placed into a buffer 384.

Referring to FIG. 12, the following are shown (i) a control pad 390;(ii) a container, which has already been picked and placed into abuffer, being engaged by support structure of a buffer; and (iii) acontainer being released at the top and being lowered onto a chassis(not shown), in accordance with a preferred system in FIG. 8. Seediscussion relative to FIG. 15, for more details.

Referring to FIG. 13, a plurality of parallel, adjacent and denselypopulated buffers (not illustrated, at an angle of about ten degrees ormore with respect to the train rails), is shown. This figure isillustrative for and applicable to use with distribution warehouses aswell as for terminals.

FIG. 14 provides operational steps and a number of “snap shot” likeviews in succession, relative to a preferred system in FIG. 8 andassociated structure. In more detail, it shows: (i) a container whichhas been picked up from a train car in the process of being moved andaligned with a buffer, after the transporting and picking steps 312 and314, in FIG. 8; (ii) an aligned container being placed in a bufferrelative to step 318; (iii) a container being engaged relative to step320 by and being supported on support structure of the buffer, and thecrane having already released by the container, relative to step 322;(iv) a chassis being placed below and in alignment with the buffersupport structure, prior to the container being lowered on to a chassisas detailed in step 324; (v) the buffer support structure lowering thecontainer onto a chassis, so as to allow the chassis to support thecontainer; (vi) the container being released by the buffer, so as toallow the container to be transported away to a desired location; and(vii) an empty buffer having been vacated.

In more detail, FIG. 15 shows selected operational steps in succession,including: (i) an aligned container being placed in a buffer relative tostep 318, in FIG. 8; (ii) a container being engaged relative to step 320by and being supported on support structure of the buffer and the cranealready releasing the container; (iii) the buffer support structurelowering the container onto a chassis, so as to allow the chassis tosupport the container; (iv) the container being released from the buffersupport structure, so as to allow the container to be transported awayto a desired location.

More specifically, the series of operational steps 400 are shown in FIG.15. In step A, a spreader 401 is in a process of lowering a container402. In automated operation, the spreader 401 will automatically stophoisting down when the pressure switch is actuated. A signal can be sentto the crane operator and crane circuit, to stop the lowering process.It automatically stops lowering container 402, when it contacts pressureswitch 403. While lowering, twist locks 408 are engaged.

A sensor 404, such as an RFID scanning device, metal detector and thelike, is positioned and configured to indicate and provide a centerlinefor the container 402. It has a direct relationship to the location of abottom corner casting 406, when the spreader 401 is lowering thecontainer 402 into the buffer support structure 410.

More particularly, during the placement and alignment process, thecenterline of the bottom corner castings 406 are dictated by thecenterline of the twist locks 408 and the centerline of the top cornercasting 409, shown in the figures. Once the centerlines are correctlyaligned and sensed, and it is determined that the container isappropriately aligned, the next phase of the operation can proceed. Thedimensions are essentially standard depending on the size, length andwidth of the international and domestic containers.

Continuing, when the spreader 401 makes contact with the pressure switch403, it actuates and provides a signal to each side latch 405 to engageand extend inwardly to and partially through the bottom corner castings406 of the container 402, on all four bottom corner castings of thecontainer 402. When all four-cylinder rods 405 of buffer 410 are engagedin the bottom corner castings 406, the twist locks 408 of the spreader401, can be automatically disengaged and released from the top cornercastings 409 of the container 402. This may be referred to as “a handoff” from the crane to the buffer. Once the rods 405 are appropriatelylocked into the four bottom corner castings 406, the spreader 401 withtwist locks 408, is raised to perform other tasks, as shown in Step B.The buffer 410 is now in position to load the container 402 on a chassis411 or flatbed truck.

In one embodiment, a truck operator backs the chassis 411 under thecontainer 402, to load the chassis 411, as shown in step B. It should benoted, that in one embodiment, a truck driver may simply drive forwardinto a buffer.

More particularly, the hoist cylinder 412 is connected to the side latchcylinder 405, which is adapted to support a container, and in thisembodiment engage the bottom corner castings 406. Once the chassis is inposition for the container 402 to be loaded, as shown in step B, in amanual mode, a driver can then actuate the down hoist button 416 tolower the container on the chassis 411, as shown in Step C.Strategically placed sensors 414, shown in Step D, can be used to sensewhether or not the container 402 is appropriately placed on the chassis411. Once the container 402 is appropriately on the chassis 411, allfour side latch cylinders 405 disengage the bottom corner castings 406,and an indicator, such as a green light is energized, and the driver nowknows he or she can remove the keycard or swipe card and is ready topull away from the buffer 410, to exit the terminal or distributionwarehouse and to deliver the container 402 to a desired location.

The type of container that will be handled by the buffers isautomatically determined by the operator of the crane and sometimes thetruck driver. The operators of the crane and truck can manually controlthe crane or buffer, instead of using automatic control as detailedabove. As should be understood, automatic controls can include RFsignals communicating between the crane and the buffer.

More specifically, a control pad or manual control box 413 is availableand should be located for easy access by a truck driver, for example. Ittypically includes: control buttons for up-hoist 415 and down-hoist 416,operating light 417, slot for keycard 418, side latch in and out controlkeys 419 and buffer serial number 420.

As should be understood by those skilled in the art, many of theoperational steps relative to the driver detailed herein, can beautomated or semi-automated and can be actuated by: use of an authentickeycard, smartcard, proximity card, radio, key fob, cell phone,computing device (wired or wireless) and the like.

Also should be understood by those skilled in the art, buffers can besubstantially permanently affixed to the ground or portable and mobile,similar to as shown in FIGS. 15 and 16, for example. In a portable andmobile embodiment, for example, a mobile buffer can include rubberwheels, landing gear with stabilizing legs in proximity to the wheelsand the like, to stabilize the buffer when lifting a heavy load orcontainer. A mobile embodiment can thus have a valuable application atport terminals, as well as land based terminals, since they can be movedto a desired location.

Referring to FIG. 16, two alternative buffer embodiments are shown,which include a portable mobile transfer station 430 on the left and astationary transfer station 432 on the right, both with passive supportstructures 434 (low cost models).

FIG. 17 illustrates an embodiment, showing a buffer and chassis withrollers, for sliding a container to a desired position, on the buffer orchassis.

A distribution system 450 is shown in FIG. 18. In its simplest form, itincludes the steps of: transporting 452 a container on a chassis of atractor trailer to a loading dock; entering 454 a buffer having asupport structure; and raising the container with the support structurea sufficient amount to allow the chassis to be removed while allowingthe container to remain. This provides an efficient method ofdelivering, loading and unloading containers in a “self serve” likemanner, freeing up a truck operator and dock personnel to workindependently.

In a preferred embodiment, it can further include: emptying the contentsof the container; sorting the contents of the container; loading anoutbound container at an outbound dock of a distribution center;transporting the outbound container to a track side location; loadingthe outbound container onto a railroad car for transportation to adesired location. This is particularly advantageous in connection withrail terminals.

In a preferred embodiment, the distribution system 450 in FIG. 18,includes the steps of: transporting 452 a container to a dock of adistribution center via a tractor trailer; entering 454 a buffer havinga containment cavity; unlocking 456 a plurality of twist locksconnecting the chassis and container; actuating 458 the buffer to raisethe container above a chassis of the tractor trailer; and removing 460the chassis from the containment cavity while allowing the container toremain. The system allows a truck operator and dock personnel to workindependently. Also, see FIG. 15 in the following order Step D, Step Cand Step B. The spreader 401 and upper portion of the support structuresupporting the pressure switch 403 would not be required in this system.

Preferably, prior to the actuating step, the system includes: sensingproper alignment of the container with respect to the support structure;and engaging the container with the support structure, for reliableoperation. Thereafter, a locking step can be utilized, to lock thecontainer to the buffer, for after hour deliveries, for example, by atruck operator.

In another application, as shown in FIGS. 2, 3, 13 and 15 (Steps D, Cand B), a distribution system is shown. It includes: a distributionwarehouse including an inbound dock for emptying and sorting cargo of aninbound container and an outbound dock for loading cargo into anoutbound container; at least one buffer in at least one of the inboundand outbound docks, comprising an active support structure having acontainment cavity adapted to allow receipt and removal of a container,the active support structure being moveable and being adapted to supporta container in a raised position above a chassis and a lowered positionfor placement of the container on a chassis; and a first tractor truckadapted to transporting an inbound container to the buffer and a secondtractor truck adapted to transporting the outbound container to adesired location, the first and the second tractor trucks being one ormore tractor trucks. Likewise, this system allows a truck operator anddock personnel to work independently.

Preferably, the distribution warehouse includes at least one of:facilities for sorting and inventorying cargo; and the at least onebuffer includes a plurality of buffers in a substantially parallel andadjacent arrangement. Densely populating buffers allows many buffers tobe placed in a small area, for improved productivity.

TECHNICAL DESCRIPTION RELATIVE TO PRE-BLOCKING

In FIG. 19, a flow diagram of an inline terminal system 500, is shown.In its simplest form, it includes the steps of: placing 502 containertravel reservations to a desired remote destination with customerservice; assigning 504 a corridor directing the customer as to where todeliver the container including a block of pathways; delivering 506 thecontainer to one of the pathways in the corridor, at a track sidelocation; and loading 508 the container on a support structure of thepathway in the corridor.

This system provides an efficient, effective and semi-automatedpre-blocking method, such that each pre-blocked group of containers hasa similar desired remote destination, so that the containers (i.e., seeFIG. 9, corridor 356) can be easily loaded on adjacent rail cars in ablock having similar desired remote destinations. Thus, pre-blocking isadvantageous for loading rail cars at a terminal and blocking isadvantageous for transporting to a remote destination and unloading atthe remote destination.

In addition, pre-blocking, as provided herein, can decrease terminalpersonnel down time searching for lost or misplaced containers, possiblyin storage, reduce blocking errors and provide a disciplined process,requiring a driver to deliver a container at a designated corridor oraddress, rather then simply dropping it off in a storage area of aterminal. Thus, proper pre-blocking can result in less down timesearching for containers and lower chance of human error in improper orerroneous blocking.

As used herein, the term block has its common ordinary meaning, andmeans a quantity, group or number of things, such as containers inpathways, rail cars and the like, dealt with as a unit.

The terms buffer, pathway and pathfinder are used interchangeably, aregenerally synonymous and have their common ordinary meaning and relateto certain structure and steps, in connection with the instantinvention, as more fully detailed herein.

In a preferred embodiment, the system 500 can include: pre-blocking 510a plurality of containers, by populating the corridor (FIG. 9) withcontainers having a common desired remote destination; and blocking 512the pre-blocked containers on a substantially adjacent block of railcars. This process provides an efficient method of loading and blockingrail cars. Subsequently, the blocked containers are transported in ablock of rail cars to a common desired remote destination.

As should be understood, there can be many blocks which can be deliveredto various terminals during a delivery route. For example, in oneembodiment, assigning a second block, defining a second corridor, forpopulating with containers having a common second desired remotedestination, and pre-blocking and populating the second corridor, ispossible. Advantageously, the pre-blocked containers can be loaded on ablock of rail cars, thus each block can be delivered, unloaded,decoupled and the like, as appropriate during a route.

Containers are generally loaded in tubs or wells of railcars. Variousloading and blocking arrangements and alternatives are possible. Forexample, two small containers (i.e., about 20 feet long) can be placedin a tub, in a side by side arrangement at the bottom, with a largecontainer (i.e., about 40 feet long) placed above them or two largecontainers can be placed above each other. A railcar can typically haveup to five wells, thus containing 10-15 containers when fully loadedand/or blocked in a desired manner. Advantageously, pre-blocking andthen blocking or appropriately populating the railcars, provides a quickand reliable blocking process, since much of the picking and placinginvolves trolleying of a spreader between corridors and adjacentrailcars (blocked or to be blocked), and less desirable traversing alongthe tracks, for improved efficiencies. One or more indicators, such asstop lights and the like, can be used to indicate where a train operatoris to stop the train, for aligning certain corridors with desiredblocked or to be blocked railcars, for increased efficiencies andcoordination.

In a preferred embodiment, concourses 334 and 346 with corridors for usewith interchangeable inbound and outbound traffic are shown in FIG. 9.More specifically, a multiplicity of corridors 344, 346, 348, 350, 352,354, 356, 358, 360, 362, 364, 366, are shown substantially parallel tothe train rails 368 and are positioned at a track side location, thepathfinders (buffers, pathways) can include an angle of at least aboutten degrees with respect to the train rails (shown at ninety degrees inFIG. 9), the pathfinders can be substantially immediately adjacent toeach other in each corridor, and the pathfinders can be placed in asubstantially parallel arrangement with respect to an immediatelyadjacent pathfinder, for example items 1-5, in the corridor 344. Thisfeature and structure allow the terminal to be efficiently used anddensely populated.

As shown in FIG. 15, the feature of loading and populating a pathfinder,by: actuating and raising the support structure of the pathfinder, toraise the container sufficiently to allow a customer to remove a chassiswhich supported the container, from the pathfinder while allowing thecontainer to remain, defining a hand off, is shown generally by Steps D,C and B, as previously discussed. A quick and reliable hand offfacilitates container loading and unloading logistics. For example,sensing proper alignment of the container with respect to the supportstructure; and engaging the container with the support structure, priorto the loading step, contributes in this regard. In addition, anembodiment for sensing at least one of height, length and alignment ofthe container in a pathfinder, can assist in contributing to automatingand enhancing the reliability of the system.

As should be understood, a customer or truck operator will need tounlock a plurality of twist locks connecting the chassis and container,prior to the loading step.

In a preferred embodiment, by providing each corridor 344, 346-366 withpathways being clustered, aligned and in parallel, corridors capable ofbeing densely populated are provided. This contributes to efficient andreliable loading on rail cars requiring minimal crane operations, ofteninvolving trolleying, rotating and lifting of the spreader, andminimally requiring movement and transporting the crane longitudinallyalong the tracks, for maximum crane efficiency.

In one embodiment, as shown in FIG. 9 and the other figures, an inlineterminal system is shown. In its simplest form, it includes: a terminalincluding a substantially contiguous plot of land and train rails; acomputing system for receiving container travel reservations to adesired remote destination associated with customer service andassigning a block of pathways, defined as a corridor, directing thecustomer as to where to deliver a container; at least one motorizedvehicle capable of transporting the container to the corridor, at atrack side location adjacent to the train rails; at least one concourselocated track side including a plurality of corridors with pathwayshaving support structure adapted to receive containers in the corridorand provide pre-blocking in a desired corridor, the corridors beinglocated and constructed to facilitate blocking of containers on railcars.

This system provides an efficient, effective and semi-automatedpre-blocking arrangement, such that each pre-blocked group of containers(corridor) has a similar desired remote destination, so that thecontainers can be easily loaded on adjacent rail cars in a block. Thus,providing a pre-blocking arrangement is advantageous for loading railcars and blocking is advantageous for transporting to various locationsrelative to a delivery route.

In a preferred embodiment, a crane in included for carrying containersbetween a rail car and individual pathways and the block of pathways aresubstantially clustered, aligned and in parallel, defining a corridoradapted to be densely populated.

In another embodiment, a hub system 600 is shown, for example, in FIGS.20 and 9. It comprises the steps of: delivering 602 a container via railto a terminal; assigning 604 a corridor as to where to deliver thecontainer, the corridor including a block of pathways in proximity to atrack side location; picking 606 the container from a rail car andplacing 608 it in one of the pathways in the corridor; and transporting610 the container to a desired remote destination. The system providesan efficient, effective and semi-automated post-blocking method (orafter containers have been blocked on rail cars) and corridor, such thateach post-blocked group of containers has a similar desired remotedestination, such that the containers can be easily located, loaded(i.e., pathway-hauler hand off) and transported to a desired location.

In a preferred embodiment, the hub 600 further comprises: populating thecorridor, for example corridor 344, with a block of containers 1-5,having a desired remote destination, as shown in FIG. 9. In one example,the transporting step 610 can include hauling at least one of theblocked containers 1-5 in FIG. 9, via a motorized vehicle, to a desiredremote destination. In more detail, the hub system 600 can includeproviding the block of pathways in a substantially clustered, alignedand parallel arrangement, defining a block of densely populatedpathways, for efficient hauling from a corridor 344 to a local northeast location, for example in FIG. 9.

Turning to the picking and placing steps 606 and 608, they can includethe steps of: lifting the first container from the railroad car in asubstantially vertical direction; transporting the first container in asubstantially perpendicular direction with respect to the rail tracks;rotating the first container at an angle of about at least ten or moredegrees, preferably about ninety degrees as shown in FIGS. 21-23 forimproved clustering, portability and hub logistics, with respect to thetrain rails and aligning the first container with the at least onepathway; and lowering the first container in a substantially verticaldirection onto the at least one pathway, in a substantially unitarymotion by use of a crane. This is a timely, efficient and repeatableprocess.

In more detail and worded differently, the hub system 600 in FIG. 20,can further include the steps of: populating a block of pathways of acorridor with containers via a crane, defining a first container handoff from the crane to a pathway (which is similar to the steps 606 and608 detailed herein); and transferring the container from the block ofpathways to a chassis, defining a second hand off, for hauling to aremote location, like step 610.

In one embodiment, the hub system 600 can further include sensing atleast one of height, length and proper alignment of the container in thepathway, prior to the placing step 608, for improved efficiency,reliability and repeatability, as detailed herein.

Likewise, in one embodiment, the hub system 600 can also include:assigning a second corridor, such as corridor 346 in FIG. 9, forpopulating with containers 6-10, having a substantially common seconddesired remote destination, such as a local south destination, defininga second block of outbound containers. Advantageously, corridors 348 and350, can have local west and east desired local destinations. Thecontainers in such corridors are preferably blocked as well, forsimplified and efficient directions, logistics and instructions todrivers, crane operators and hub/terminal personnel and general terminallogistics. As should be understood, the inbound and outbound corridorscan be changed or reversed as needed, for improved efficiencies, ifdesired.

In more detail in FIG. 9, populating the second block of pathways, suchas corridor 346, with a second block of containers, such as 6-10 via acrane 346, can be defined as a crane-pathway hand off, from the crane tothe second block of pathways; and transferring at least one of theblocked containers from the second block of pathways to a chassis, canbe defined as a pathway-hauler hand off.

In FIG. 9, an inbound and outbound concourse are provided, which includea multiplicity of corridors for use with inbound and outbound traffic,as previously detailed, for improved processing of loads.

In FIG. 21, a hub system 600 is shown. It can include: a terminal 612including a substantially contiguous plot of land and train rails 614; acomputing system 616, located locally or remotely, for making containertravel reservations, storing information and tracking container travelduring transit; a first corridor 618, a second corridor 620, a thirdcorridor 622 and a fourth corridor 624, adapted to facilitate blockingof containers including a plurality of pathways (buffers and/orpathfinders as detailed herein) 626 located at a track side locationadjacent to the train rails 614, the pathways including supportstructure adapted to temporarily receive (or provide a buffer)containers 628 in the corridor; and a crane 630 for carrying containersbetween a rail car and at least one pathway of a corridor. Thisarrangement provides a simplified system for handling inbound andoutbound container traffic.

In a preferred embodiment, the crane 630 includes: structure for liftinga container from or to a railroad car in a substantially verticaldirection; structure for transporting the container in a substantiallyperpendicular direction with respect to the train rails; structure forrotating and aligning a container with respect to the at least onepathway; and structure for lowering the container in a substantiallyvertical direction onto the at least one pathway, in a substantiallyunitary motion, as detailed herein. This provides a reliable system ofhandling container incoming on rail and out-going from the pathway(s).

Advantageously, the corridor(s) 618, 620, 622 and 624, shown in FIG. 21,preferably include a block of pathways being substantially clustered,aligned and in parallel, defining a densely configured corridor, forimproved space utilization. And further, the system includes at leastone motorized vehicle capable of transporting the container to or fromat least one of the pathways of the corridor.

In an embodiment shown in FIGS. 21-24, a simplified gantry crane 630 isshown. In its simplest form, it includes: a crane 630 including uprightcorner columns 632 supported by pivotally attached wheel assemblies 634;a drive mechanism 636 for gantrying or moving the crane along a groundsurface; a plurality of horizontal beams 638 connected to the uprightcorner columns 632 forming an open-centered frame 640 for straddling andhandling containers; a trolley mechanism 642 including a first Xcomponent 644 for allowing lateral movement along an X-axis 646 andparallel to the horizontal beams 638, a second Y component 648 forallowing movement perpendicular to the horizontal beams along a Y-axis650; a rotatable turntable 652, and a latch interconnect system 654coupled to the rotatable turntable 652 by connection structure 656, thelatch interconnect system 654 adapted to lifting a load or containeralong a Z-axis 658 and transporting a container to a desired location.

As shown in FIG. 23, in a preferred embodiment, the crane 630 includesoperational indicators 660, each placed and aligned over desired tracks,and includes first, second and third overhead indicators 662, 664 and666, connected in proximity to or placed on the plurality of horizontalbeams 638 for signaling various conditions or warnings, such as a blueflag condition, stop/red and go/green. In FIG. 23, the indicators 660are positioned above and in alignment with each set of tracks, forimproved indications. As should be understood, the actual number ofbanks of indicators 660 (two shown in FIG. 23), can be varied to meetthe application, or number of tracks. Advantageously, the indicatorsprovide a highly visible indication of the track conditions for allpersonnel to see. For example, a blue flag condition or blue lightindicates rail traffic is occurring or imminent and containers areprohibited from being transported over a blue flagged track. A red lightindicates stop, like in automobile traffic and proceed with caution, anda green light is an indication that train traffic may proceed.

In one application shown in FIG. 23, the crane 630 includes a partiallockout operation 668, whereby the trolley mechanism 642 is prohibitedfrom trolleying along a portion of the plurality of horizontal beamsalong the X-axis 646, when a blue flag condition at 662, is setsubstantially above a blue flagged track. In this example, the trolley642 is prohibited from moving over a blue flagged track, for improvedvisibility, safety and coordination of hub, driver, crane, rail andterminal personnel.

In a preferred embodiment, as shown in FIG. 23, the wheelbase 670 (alongthe y-axis 650) is substantially sufficiently wide enough to span thelength of about two rail cars. This arrangement allows a crane operatorto unload two train cars, or six containers, without the necessity ofgantrying (driving along the train rails 614 or along the Y-axis 650),thus saving fuel costs and providing efficiency in the loading andunloading process, between corridors 618 and train cars 672. As shouldbe understood by those skilled in the art, the wheelbase can varywidely, such as from 20 feet or more. In a preferred application, it isabout eighty five feet, to accommodate two rail cars for minimalgantrying. Likewise, the overall height of the crane can vary, andpreferably is sufficiently high to freely transport containers overmulti-stacked containers on railcars.

As shown in FIGS. 21-23, an operator cab 674 is connected, designed andconfigured to the trolley mechanism 642, for improved visibility fromabove the container and train rails during operation.

In more detail, as shown in FIG. 23, the first X component 644 includesstructure including horizontal members 676 along the Y-axis with wheels678 configured to ride along the horizontal beams 638 along the X-axis.

Likewise, the second Y component 648 includes structure includinghorizontal members 680 along the Y-axis 650 with wheels 682 configuredto ride along the horizontal members 676 along the Y-axis 650.

The latch interconnect system 654 is configured to include structure forinterconnecting with containers, such as with twist lock mechanismsinteracting with container corner castings and the like, and connectionstructure 654, in the form of cables in FIGS. 21 and 23, for simpletransferring and loading and unloading logistics.

As should be understood, the figures herein are simplified and do notshow detailed driving means and controls for each of the first Xcomponent 644, second Y component 648, rotatable turntable 652 and latchinterconnect structure 654, etc. for simplicity of discussion.

The rotatable turntable 652 includes structure including driving means684 and bearings 686 configured to allow rotation thereof, for rotatingand aligning containers and/or loads, as desired.

As should be understood by those skilled in the art, variousmodifications and alterations can be made without departing from thespirit and scope of this invention.

1. EXAMPLE ONE OF AN ACTIVE BUFFER

As used herein, a buffer or pathfinder (used interchangeably), means adocking and/or lifting system to expedite the loading and unloading ofcontainers at hubs, terminals, intermodal facilities and the like. Itcan be referred to as a pathfinder, because it allows a terminalfacility to offer multiple options in finding the path of the leastoperational resistance, thereby minimizing terminal operation costs andenhancing efficiency.

More particularly, without requiring the use of an additional liftingdevice, the buffer is designed to receive, store, and dischargecontainers at a terminal when a tractor chassis or crane deliverscontainers. A terminal can be equipped with a few to over a thousandbuffers. The optimal number will depend on the projected amount ofinbound or outbound traffic.

Buffers are preferably permanently set trackside in concretefoundations, and a fully equipped terminal can include one thousandbuffers per track depending on the available length of the track rails.Each buffer functions like an overhead rail or rubber tire gantry crane,loading or unloading containers on to or off of the truck line carrier'schassis. Independently-powered buffers, can have a lifting capacity of100,000 pounds, load or unload from truck line chassis to the buffer orfrom the buffer to the truck line chassis without any assistance fromthe rail overhead crane. This frees up the crane operator to make otherlifts.

The buffer or pathfinder system is independent of, and does notinterfere with, ramp operations. In other words, there is no or minimalneed to alter operations to accommodate inbound or outbound freight.Advantageously, there is little or no need for “real time”synchronization between the gate, crane and/or truck operators.

Any container entering or leaving the terminal will require a singleoverhead crane lift, along with the assistance of the pathfinder, toload or unload a container to or from the truck line chassis or railcar. The sequence will be either from railcar-pathfinder-chassis, orchassis-pathfinder-railcar.

Turning now to Direct Gate Dispatch (DGD) Terminal Operations, the DGDcontrols the in and outbound traffic that arrives at the gate forpicking up containers that have already been delivered at the terminalor delivering containers for outbound trains. With the use of key cards,for example, similar to the system used by the hotel industry forentering rooms, the DGD design makes it possible for gate personnel todirect and operate the in or outbound containers to a specific temporarystorage position (Pathfinder), which has its own independent power tolift or lower the container (either load or remove a container or storea container). Substantially, all of the operational sequences are doneat trackside by the truck line driver or other operator. This operationoffers no wait self-service. This type of operation gives the drivercomplete independence for receiving or delivering containers,independence that permit drivers to be in and out of the terminal in aslittle as twenty minutes or less, without interrupting or interferingwith the overhead crane servicing the in or outbound trains.

While the crane is working over the tracks unloading inbound containersfrom the rail car to the buffers or pathfinders, the container numberand buffer identification are being registered and transmitted to thegate. When the truck line carrier arrives at the gate to pickup aninbound container and after the driver is identified and confirmed, thedriver is given a keycard with the buffer number and location of thebuffer in the terminal. The driver may be given one or two keycards. Inthe case of two keycards, one keycard would be to deliver to an emptybuffer for outbound departure, and the other for a loaded buffer tounload to the truck line carrier chassis for a local delivery, forexample.

The system preferably includes a timing device to record the driver'stime in and out of a buffer. The DGD system can be highly automated andshould shorten the average time of driver gate queues, and improvedriver and truck productivity. For example, by sending automaticnotifications to the shipper about an unpicked up container, andassessing a penalty charge after 24 hours, the system minimizes the needfor container storage at the terminal.

Relative to inbound containers (Buffer to Chassis), the driver isinstructed by the terminal gate personnel to go to a selected buffergate, and is given a color coded keycard and identification number tooperate the buffer for loading the container. After the driver arrivesat the selected buffer bay, and the chassis is in the proper position tounload the container from the buffer to the chassis, the driver willinsert the keycard into a controller located at window height of thedriver side door so that the driver can operate the buffer controls fromthe cab. A blinking green light signals the driver that he or she is inthe correct buffer bay. The truck driver then pushes the unload buttonto slowly lower the container from the pathfinder to the chassis. Next,the driver pulls the chassis forward out of the buffer bay and headstoward the exit gate. At the gate, the driver deposits the keycard in alock box; the exit gate opens, and then automatically closes when thedriver and chassis are clear.

In the event of a missing or unaccounted for container, theadministrator has an activity record that provides driveridentification, including fingerprints and the like, for furtherinvestigation.

Turning now to outbound containers (chassis to buffer), once the driverproperly positions the chassis and container in the buffer bay, in oneembodiment, he or she inserts the key card. A blinking green lightsignals the driver that he or she is at the correct buffer. He or shethen pushes the load button, which engages the hoist mechanism, to liftthe container off the chassis and on to the buffer. After the containeris loaded on the buffer, a green light stops blinking and remains green,which signals the driver to remove the key card and pull the chassisforward. The driver may then exit the terminal or pick up a fullcontainer from another buffer to be delivered remotely.

In one embodiment, each section of the pathfinder system can be painteddifferent colors or appropriately color coded, addressed, etc. toidentify each corridor (east, west, north, south) so that the truck linecarrier delivers the container to the correct buffer for the correctcorridor. The system is substantially fail safe, as the keycard cardwill only operate the selected buffer that it is assigned to for loadingthe container from the chassis to the buffer.

The system described herein, provides many benefits, such as: Lower fuelrequirements to operate equipment and less wait time. Reduced congestionin a terminal. Truck line carrier time in a terminal should be less than30 minutes. Lower dependency on overhead crane. Less operatingpersonnel. Late inbound train arrivals can be unloaded faster from abuffer system than a conventional chassis container at trackside system.All outbound containers are placed at a track side pathfinder, essentialfor expediting arrival of outbound trains particularly when inboundtrains are arriving late. No or minimal need for stacking of containersfor inbound or outbound operation. No or minimal need for remote storageareas. No or minimal need for chassis requirements or chassis stackers.Requires minimal real estate. For example, in one calculation, on 142acres (including 14% devoted to Pathfinder storage for overlay of 30 hrsbefore pickup), an inline DGD/Pathfinder system would entail: 3independent inline ramp operations each with 2 tracks and 1,040Pathfinder stands for each ramp (total of 3,120 Pathfinder stands), andthirty-two, 42′ roadways. In comparison, a conventional terminal designwould require 300 acres for the same capacity of 1,140,000 lifts peryear. Lower costs for inline construction terminal design. Lower costsand minimal crane picks to operate the instant operation. All containersfor storage can be immediately selected without multiple handling.

2. EXAMPLE TWO

Turning now to buffer operations at a distribution center, manyefficiencies of the system can be realized using buffer systems. Thus,the many advantages detailed herein are also adaptable by the businesscommunity, in applications like distribution warehousing and the like.If receiving docks are equipped with two or three pathfinder stations,the costs savings can be apparent to truck line carriers, ship lines andthe company using pathfinders to receive container freight. Detailedbelow are some benefits.

A company's normal business operation will not be interrupted for fullloads of freight in a container. (Presently, typically anytime a truckline carrier arrives to deliver freight it must be unloaded in one houror there will be an extra charge to the receiving party for the driver'stime and equipment utilization. This surcharge will no longer be aconcern for companies with a pathfinder.) Once the driver is in positionto unload the container from the chassis to the pathfinder it can takeas little as ten minutes or less.

To minimize empty loads and bobtails, if there is an adjacent pathfinderstation with an empty container ready for pickup, the driver will beable to unload the empty container from the pathfinder to the chassis,return the empty container to the rail terminal, and lower it into apathfinder for shipment for an outbound train. The truck line carrier isnow available to pickup another full container to deliver to anotherbusiness.

The self-service nature of the pathfinder allows for truck line carriersto deliver more freight at any time of day or night. Freight in thecontainer can be unloaded at the convenience of the warehouse receivingmanager. Freight in a container can also be used as a temporary storagearea on a lease per day rate. Receiving docks without Pathfinderstations will be readily available to receive normal deliveries.

The option of delaying unloading delivered containers gives warehousemanagers can increase the productivity of their receiving and shippingdepartments.

When a container is empty, it will be available for reloading of thecontainer for shipment of the company's products.

Empty containers can be picked up and delivered to other companies forshipment in the area.

Shipping lines empty containers can be returned faster.

Companies, who have large deliveries of components, or delivery surgesat certain times of the year, can use containers as extra storage spaceupon delivery. By renting containers on a per day basis for these peakinventory periods, the ship lines can generate income from theircontainer assets (for example, at $5 per day, and 10,000 rented, theship lines would generate $1,500,000 per month for containers equippedwith a GPS tracking system).

In connection with communications, as should be understood by thoseskilled in the art, communication equipments exists to significantlyboost the productivity of the inland intermodal terminal anddistribution centers that the terminal services. With terminals,dispatchers, drivers and container sharing information on a wirelessnetwork, it is possible to boost the throughput volume at the terminaland distribution centers, achieve better equipment utilization, andimprove the labor productivity of drayage drivers. The DGD communicationsystem will reduce congestion on the roadways, terminals anddistribution centers while improving air quality, security, and safety.Also, improved coordination of drayage, for bidirectional moves fortraffic to and from inland intermodal terminals and distributioncenters, can be provided by drayage dispatch, which can advise ontraffic congestion, and pathfinder/container information.

Interchange capacity management can be improved to responsively manageterminal truck traffic and operations. And, with good communications,real-time traffic management can be optimized, for improved routing anddispatching and the avoidance of congestion and bottlenecks interminals, distribution centers and the roads.

3. SUMMARY OF ADVANTAGES OF CERTAIN HIGHLIGHTED FEATURES

The DGD does not interfere with the overhead crane operation that isloading or unloading containers from the railcar to the buffers.

All in or outbound traffic can by orchestrated, directed and dispatched,by the gate personnel substantially error free with keycard, wirelessand computing technology.

Keycards and the self-service nature of the system improve driver andcrane operator productivity, and truck, buffer and crane utilization andefficiency.

A truck line carrier can easily load or unload a container to or fromthe buffer, while sitting in his or her cab by pressing a control buttonto operate the buffer. As should be understood, other means of actuationare contemplated and within the scope of this invention.

When a container is delivered for outbound, for best efficiencies; it isdesignated to deliver the container at the appropriate corridor at trackside, for pre-blocking.

Most if not all in or outbound containers arriving at the terminal canbe temporarily stored in a buffer, at track side.

The self service operation can improve load pick up dwell times and loaddrop off dwell times over conventional terminals, which often requirewaiting or dead time.

Keycards can be are deposited in a lock box to open the exit gate. Thesystem includes timing devices to assist in investigating terminalthefts. The keycards can be retained for future reference orinvestigations.

Since the overhead gantry crane does not have to wait for chassisdelivery trackside, truck and crane operators can work independently,thus substantially reducing gating issues or unnecessary delays.

Any container coming into the terminal whether it arrives by train ortruck is only required to be handled once by the terminals overheadcranes.

Terminal and distribution centers can realize enormous driver andchassis productivity gains, and eliminate bobtails and empty trips.

Equipping containers and truck operators with GPS can improve containerutilization and driver efficiency.

What is claimed:
 1. A method for preparing an inbound container fortransfer from an inbound train to a final destination: providing a craneoperator with a pre-assigned buffer amongst a plurality of buffers alongside a train track in which to place the inbound container; recording atime the crane operator places the inbound container in the pre-assignedbuffer said pre-assigned buffer being comprised of a plurality ofvertical supports, independent of an overhead lifting device anddefining a containment cavity; sensing that the inbound container hasbeen placed in its pre-assigned buffer; securing the inbound containerin the containment cavity of the pre-assigned buffer; confirming with acustomer service information management system that the inboundcontainer is delivered to its pre-assigned buffer; and transmitting viathe customer service information management system, a message that theinbound container is available for further transfer.
 2. The system ofclaim 1 further comprising: a pressure switch located in each one of theplurality of buffers; and the pressure switch signals when the inboundcontainer has been placed in the buffer.
 3. The method of claim 1further comprising the step of notifying a shipper when the inboundcontainer is secured in the buffer.
 4. The method of claim 1, whereinthe overhead lifting device is a crane.
 5. The method of claim 1 furthercomprising the steps of: lowering, within the buffer, the inboundcontainer to a truck chassis; and recording a time the inbound containerand chassis leave the buffer.
 6. The method of claim 5 furthercomprising the step of: notifying a shipper that the inbound containerhas been removed from the buffer.
 7. The method of claim 1, wherein thepre-assigned buffer has a longitudinal axis that is positioned at anangle of at least ten degrees with respect the train track.
 8. Themethod of claim 1, wherein the pre-assigned buffer senses at least oneof the inbound container's height, length and alignment.
 9. The methodof claim 1, wherein the inbound container remains in the pre-assignedbuffer for a period of time before being loaded on the truck chassis.10. The method of claim 9, wherein the period of time is greater thantwo hours but less than 24 hours.
 11. The method of claim 9, wherein theperiod of time is less than two hours.
 12. The method of claim 9,wherein the period of time is greater than 24 hours.
 13. The method ofclaim 1, wherein: each one of the plurality of buffers are positionedalong side the train track adjacent to one another; each one of aplurality of inbound containers are assigned to a corresponding one ofthe plurality of buffers; and said plurality of inbound containers sharea common characteristic.
 14. The method of claim 13, wherein the commoncharacteristic shared by the plurality of inbound containers is adestination city.
 15. The method of claim 13, wherein the commoncharacteristic shared by the plurality of inbound container is a lengthof the containers.
 16. The method of claim 1, wherein each of saidplurality of vertical supports include: an elevation device; and a sidelatch for engaging the inbound container